Electric-railway control system.



C. B. CONNELY.

ELECTRICRAILWAY CONTROL SYSTEM. APPLICATION FILED Nov. Io. 191s.

'1,2 98.4.62. .Patented Mm. 25, 1919.

is .vCTttor-rweg l a citizen of the United States,

l control and CHARLES B. CONNELY, OF SCOTIA, NEW Y ORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION 0F NEW YORK.

ELECTRIC-RAILWAY CONTROL SYSTEM.

Application filed November 10, 1915.

T0 all whom t may concern:

Be it known that I, CHARLES B. CONNELY, residing at Scotia, in the county of Schenectady, State of New York, have invented certain new and useful Improvements in Electric Railway Control Systems, of which the following is a specification.

This invention relates to switches which automatically respond to a change in voltage. It is particularly useful in connection with electric railway cars when part of the road is operated at a higher potential than the other part. The control and lighting circuits of such a car are designed to operate upon the lower voltage, say 600 volts, and when the car enters upon that section of the road which has the higher' potential, say, 1200 voltsit is the custom to reduce this higher voltage to the lower one for supplying the control and lighting circuits; usually by means of a dynamotor, which is disconnected when the carl is operating upon the 600 volt section. lith an equipment of this kind it is desirable that some device be provided for automatically connecting the lighting circuits of the car to the trolley either directly or through the dynamotor as thel circumstances may require. This is also very desirable to prevent the high potential line current from being impressed upon the control circuit when the car enters upon the high potential section of the road, and to cut oif the supply of current to motors the instant the high potential is. applied and close it again when the roper connections are made.

The object of my invention is to provide a switch capable of accomplishing these purposes.

The accompanying drawing is a diao'ram of a control system for an electric railway car, .embodying my improved selective switch and designed for operation on a line having sectionsof differing potential.

The trolley wire L is supplied with high potential, say 1200 volts, at some part or parts of the line, and at other portions with low potential, say 600 volts. The car carries a trolley T, and is equipped with two motors. M M2 and with master controllers Specification of Letters Patent.

Patented Mar. 25, 1919.

Serial No. 60,678.

K K2 located at the ends of the car by which the operator controls the direction of movement and speed of the car. C represents the contactor box in which are located the contactors or electrolnagnetically operated switches which make and break the connections of the motor circuit under the control of the master controllers K K2, to which they are connected by the train wires contained in the cable D. Located in the contactor boX is a potential relay S which controls the energizing circuits of the contactors so that the contactors cannot operate unless the relay is closed. Current for the control circuit is taken from the trolley through a conductor l 1 1b, in which is interpolated my selective switch hereinafter described, which serves to put a dynamotor in series with said conductor when the line potential is high.

The dynamotor cally. A A2 are is shown diagrammatithe two armature windings: F F2 are the two series field windings connected in series with the two armature windings and arranged to oppose and neutralize each other; F is a shunt field winding; R is a rheostat for controlling the dynamotor, which, however, forms no part of my invention.

My control circuits of the car are connected to the trolley, either directly or through the dynamotor, comprises a switch lever 2, pivoted at 3 and carrying three contacts 4, 5 and 6 insulated from each other. The contact 4 is constantly connected to the conductor 1, preferably by bearing on a segment 7 connected to said conductor. This contact also coperates with two segments 8 and 9 lying in the same arc; the former connected with the conductor 1 and the latter with the low potential point of the dynamotor by the conductor 10. The contact 5 is adapted to bridge across two segments 11, 12, one connected with the conductor 1 and the other with one terminal of the dynamotor. The contact 6 bridges the contacts 11 and 5 in one position and the contacts 6 and 7 in the opposite position for controlling the switch S. When the switch arm 2 stands in the position shown, the current selective switch by means of which the rod 17.

erably the air lbrake system of 1' Iii-each valve chest is a double face valveV switch or contacter c grounded resisto-r 32.

coming through the conductor 1 must pass through the dynamotor before reaching the conductor 1a butii" the switch arm is swung over so that the contact 4.bridges the segments 7, 8, current can pass directly from l to 1a and the dynamotor is cut out.

In order to swing the switch arm to and fro, it is preferably pivoted to the piston rod of a fluid pressure motor although Vother means may be provided for this purpose. The preferred ferm ofinotor comprises two cylinders 13, 14, in each of which is a piston 15, 16 attached to the ends of the piston Ihe cylinders are connected by pipes 18, with valve chests 19 connected by pipes with a source of fluid pressure; prefthe car.

yA spring 23 biases each valve upward against its lower seat, so as lto close the passage between the pipes 20 and 18, but leaving the pipe 18 open -to the atmosphere through the upper valve seat.

The stem of the valve 21 is attached tothe a -solenoid 25 and the is similarly attached to L ythe movable core 26 of a solenoid 27.- This movable core 24 of stem of the valve 22 latter Vis inseries with an electromagnetic ley, and also with a grounded resistor 29'. The contactor 28 has a switch contact 30 which controls a shunt around the ysole-f noid 27.

'Ihe solenoid 25 isconnected to the conductor 1aV and is in series with an electrocontactor 31 and a.

switch or magnetic A switch contact 33 carriedV by the lcore 24 controls a shunt around the contactor 31.- The switch contact 34 of this contactor controls a gap between the conductors 1a anl 1b. A hand switch 35 enables the entire control system Lengages the contacts 6 and 7 to be connected with the nected therefrom as desired.

vThe operation is as follows: The switch 35 is assumed to be closed'. The solenoidV 27 and contacter 3'1 are wound to respond to a potential of say 360 volts, but the solenoid- 25 and the contactor 28 will not becoine operative until the line potential rises to say 700l volts. So long as the car is running on a low potential section of the line the switch 30 remains open; the core 26 of the solenoid 27 ispulled down; the valve 22 is depressed, and admits air pressure into ythe cylinder 14, forcing the swinging the switch arm 2 over on the contact segments 7, 8, 61 and 71. The contactor 31 causesV the switch 34 to close the gap between the sections of conductor 1a and 1b. The switch S closes when the switch arm 2 7 switch contact beingthrough these contacts,

8v and conduc- 33, switch 34, contacts 7 ,andA

.upper valve seat.

28 connected tothe'trolc trolley or disconpiston 16 to the left and patent statutes, I

the circuitVV permits the spr1ng723` .to lift the valve 22 against its lower seat and `shut off theair` pressure from the cylinder 14; the contained air exhausting through Va port above the ingconnected tothe high potential at the same time pulls down its core, thereby open-` ing the valve 21 and letting theair pressure flow to the cylinder 13, .where it acts Vupon thepiston 15 to throw the'switich varm 2 to the position in which it isshow-n inthe drawings and also opening the `switch 33. Theswitch S also opens to open the com tactors and cut oli' the current toV the motor because of the opening of the ccntact at switchV 33. This Icuts the dynamotor into the control circuit between the conductor sections 1 andl 1a, so that the lcurrent supplied to the control circuits will still remain at a potential-of 600 volts; i closes'the motor circuit -by yclosing the switchl S through contacts 41 and 5-1. Vf There is a time lag, however,#in the. operation oi" Athe would permit a momen-tary flow potential current into the control fore the dynamotor was cut in.

circuits be'- The solenoid 25 now be- It also `,again 65 Now let the car pass Y valves and pistons which Y l of the high Y In order to forestall suchV a dangerous occurrence', the

switch contact 33 closes a shunt aroundl the low potential contacter 31 at the instant the high potential vsolenoid and contactor operate. This causes the contacter -31 to open the control circuit at the. switch `and thereby ,prevent 'all possibility of an zaccidental flow of high potential current into the control system. As soon, however, asth-ei dynamotor is cut into service, the flow potential current that it furnishes causesl the.v y

contactor 31 to pick up againV and the sole-v noid 25 to return to tionin which it is shown. Y y

The air pressure i'snowshut cti" from both cylinders and the partswilflj remain inthis Q position so long as the high .potentialcon'- tactor 28 keeps thev switch 30-cl'osed: Upon a return, however, to a low potentialfsectilon off the line, the switch 30 wijllr'open, the solenoid 27 will open the valve 22m-id the-switch arm 2 will swing over again to the segments 7, 8, and cut out the dynamotor.`

In accordance with the provisions ofthe have described' the principle of operation .of my invention,I to# gether with the apparatus which `I now con-- sider to represent the best embodiment thereof; but I desire to have it understood that the apparatus shown is only illustra-tive and' that the invention can be carried out by Vother means.

What I claim as new and desire to secure by Letters Patent of the United States, is

l. In an electric railway system the combination with a supply conductor carrying current of low potential in one portion and high potential in another, of a circuit for carrying low potential only, a source of low potential current, a switch adapted to control he connection between the source and its circuit, electromagnetic means for controlling said switch and responsive to direct changes from one poten-tial to the other and means independent of said switch for preventing high potential from being applied to said low potential circuit.

2. In an electric railway system, the cornbination with a supply conductor carrying current of low potential in one portion and high potential in another, of a circuit for carrying low potential current only, a source of low potential current for said circuit, a switch automatically operated by the change from one potential to the other to connect said source to the low potential circuit when operating on the high potential portion of the line conductor and to connect the line conductor to the low potential circuit when operating on the low potential portion, andv means whereby high potential is prevented from being applied to said low potential circuit even though ythe switch be in position for high potential operation.

3. In an electric railway system, the combination with a supply conductor carrying current of low otential in one portion and high potential in another, and electric motors supplied thereby, of a low potential circuit for controlling the operation of said motors, a source of low potential for said circuit, a switch automatically operated by the change from one potential to the other to connect said source to the low potential circuit when operating on the high potential portion o the line conductor and to connect the line conductor to the low potential circuit when operating on the low potential portion, and means independent of said switch for preventing high potential from being applied to said low potential circuit.

4. In an electric railway system, the combination with a supply conductor carrying current of low potential in one portion and high potential in another, of a circuit Yfor carrying low potential current only, a sourceJ of low potential current, a switch adapted to control the connection between the source and its circuit, fluid pressure means for actuating said switch, and electromagnetic devices for controlling said means and responsive to changes in the potential of the line.

5. In an electric railway system, the combination with a low potential control cir cuit, of a dynamotor, a selective switch for cutting said dynamotor into said circuit in one position of said switch, fluid pressure means for actuatin said switch, valves controlling said flui pressure, and electromagnets for actuating said valves, one responsive to a low potential current and the other to a high potential.

6. In an electric railway system, the combination with a low potential control circuit, of a dynamotor, a selective switch for cutting said dynamotor into said circuit in one position of said switch, fluid pressure means for actuating said switch, valves controlling said fluid pressure, magnets for actuating said valves, one responsive to a low potential current and Ithe other to a high potential and an electro-magnetic switch responsive to high potential current controlling a shunt around the low potential magnet.

7. In an electric railway system, the combination with a low potential control circuit, of a dynamotor, a selective switch for cutting said dynamotor into said circuit in one position of said switch, fluid pressure means for actuating said switch, valves controlling said fluid pressure, magnets Jfor actuating said valves, one responsive to a low potential current and the other to a high potential and an electromagnetic switch controlling the low potential circuit and responsive to low potential current.

8. In an electric railway system, the combination with a low potential control circuit, of a dynamotor, a selective switch for cutting said dynamotor into said circuit in one position of said switchz fluid pressure means for actuating said switch valves controlling said fluid pressure, electromagnets for actuating said valves, one responsive to a low potential and the other to a high'potential, an electromagnetic switch controlling the low-potential circuit and responsive to low potential current and a shunt around said switch controlled by the high potential current.

9. In an electric railway system, the combination with a supply conductor carryin current of low potential in onel portion and in another, of a circuit for carrying low potential current only, a source of low potential current for said circuit, a switch for connecting either die supply conductor or said source to the low potential circuit, fluid pressure means for actuating said switch. valves controlling said i fluid pressure and electro-magnets for actuating said valves one responsive to the low potential current and the other to high potential.

10. In an electric railway system, ,the combination with a supply conductor carrying current of low potential in one p0r high potential zzto and hifglrpotential lili .anothr, of 'a- 5 the' supply Ieonducoi'or said source 4to the 1 loWV potential. circuit, Huid pressure means for'aotuating 'said swifth, valves. controlling said fluid pressure, electromagriets for actuating saidwal'ves lone '-Ifosponsive to -a 10W In witness whereof,V I` have hereunto' SetA my hand-this 8th day' 0f November, 1915. l 'CHARLES ='B. CQNNELY.

[fg Oapiesfofthis @Hemi-may b'e obtained for five cen'ts each, by addressing' the' "Gomm'issio'ner Iof Pateng'ts,

Washington, 1).0. 

